Railway-sleeping-car and other berth section.



H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION.

APPLICATION FILED MAY 6, 1907. Patented June 15,

l1 SHEETS-SHEET 1.

I H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION;

APPLICATION IILED KAY 8,1807. June 15' H. PEARSON. RAILWAY SLEEPING CARAND OTHER BBR'I'H SECTION.

APPLICATION FILED MAY 8. 1907. 924,823.

Patented June 15, 1909.

11SHEET8SHEET 3.

H. PEARSON. RAILWAY SLEEPING CAR AND 0mm BBRTH SECTION. APPLICATIONFILED MAY 8, 1907.

' Patented June 15,1909.

11 SHEETS-SHEET 4.

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H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION. APPLIOATIONFILED MAY 9,1907.

924,823. Patented June 15,1909.

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1/19 10 3 1; If Li! I 622). 844mm v 4/ %t AA! 61mm? I H. PEARSON.RAILWAY SLEEPING CAR AND OTHER BERTH SECTION.

924,823. APPLICATION mm In 1907' Patented June 15,1909.

11 SHEBT8-SHEET 6.

H. PEARSON. RAILWAY SLEEPING CAR AND OTHER BERTH SECTION.

APPLICATION FILED HAY 8,1907.

Patented June. 15,f1909.

11 BHEBTS-SHEET 7.

H. PEARSON, RAILWAY SLEEPING CAR AND OTHER BEB'IH SECTION.

'APPLIOATION FILED MAY 8, 1907.

Patented June 15, 1909.

II SHEETS-SHEET 8.

THE-NORRIS PETERS 20., WASHINGTON, u. :4

H. PEARSON; RAILWAY SLEEPING CAR AND- OTHER BERTH SEOTIQN.

. APPLICATION FILED HAY 8,1807. June 15,

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A H. PEARSON. RAILWAY SLEEPING GAR AND OTHER BBB-TH SECTION.

APPLICATION FILED KAY 8,1901. 924,823, Patented June 15, 1909.

' 11 SHEETS-SHEET 10.

H. PEARSON. RAILWAY SLEEPING GAR AND OTHER BERTH SECTION.

Pa-tented'June 15,1909.

APPLICATION FILED MAY 8,1907. 924,823.

11 SHEETS-SHEET l1.

/NVEN7'0R Byg a ATTORNEY UNITED STATES PATENT OFFICE.

HENRY PEARSON, OF SPRINGFIELD, MASSACHUSETTS, ASSIGNOR, BY MESNEASSIGNMENTS, TO THE AMERICAN PALACE CAR COMPANY, OF PORTLAND, MAINE, ACORPORATION OF MAINE.

RAILWAY-SLEEPiNG-CAR AND OTHER BERTH SECTION.

Specification of Letters Patent.

Patented June 15, 1909.

To all whom it may concern:

Be it known that I, HENRY PEARSON, citizen of the United States ofAmerica, and residing at Springfield, in the county of Hampden and Stateof Massachusetts, have invented certain new and useful Improvements inthe Construction of Railway-Sleeping-Car and other Berth Sections, ofwhich the following is a specification, reference being had therein tothe accompanying drawmg.

My invention relates to improvements in such railway cars, ships anddwellings as comprise sleeping-berths; pockets for receiving the berthswhen they are not in use; trap-doors that either, when horizontal, coverthe pockets and form part ofthe floor; or, being raised, form endpartitions for berthsections and support berth-raising and loweringdevices in operative position; the pockets containing actuatingmechanisms for the berth-raising and lowering devices which severallyoperate to raise or lower either or both the lower berth and upper berthof a section, out of or into the pocket of that section.

Among the objects of my invention are to so improve constructions of theforegoing type that they shall practically endure the severe strains ofuse (especially in railwaycars and ships) and secure privacy betweendifferent sections and between the upper and lower berths of eachsection; and to produce a construction by means of which a berth orberths, when raised into position for sleeping, shall be so rigidlylooked as to obviate all danger of their becoming loosened in thatposition under strain; and to position the raised trap-doors and berthsin relation one to the other and to the side wall of the car, cabin orroom in such wise that they will not rattle and so interfere with theslumber of the sleeper. I accomplish these and other objects by thenovel means referred to in the claims; but, in order to eX plain theoperation and importance of the features which are herein new with me, Ishow many old parts heretofore invented by me, some of which are shownin U. S. Letters Patent No. 534,756 of February 26, 1895, and No.549,391 of November 5, 1895, each granted to me.

In-the drawings, illustrating one form of railway passenger-carembodying my improvements in the best mode now known to me, Figure l isa side elevation of a car containing my invention. This view shows thedrop of the car between the trucks and below the floor line, in whichdrop the berth-receiving pockets are constructed; Fig. 2 is a viewpartly in transverse section but mainly in perspective of a portion ofthe inside of the .car and shows parts of the car occupied by chairswhich, being removed, permit trapdoors, forming part of the floor andalso covering the berth-receiving pockets, to be raised to divide thecar into sections. This view shows one section with the lower berth andupper berth in position for sleeping use, and shows a part of anothersection with the upper berth raised into position for sleeping use as alower. Fig. 3 is a view partly in vertical elevation and partly insection looking toward an inner side wall of the car; shows both berthsof a section in position for sleeping use between the raised trap-doorsof the berth-receiving pocket of that section. This view also showsother features of construction hereinafter pointed out. The lower partof this figure, below the berth, is taken on a line longitudinally ofthe car so as to cut through the end walls .and floor sections of aberth-receiving pocket, the section line corresponding to line 33 ofFig. 6. The view is partly in section (at the left-hand end portion ofthe lower berth and in the thereto adjacent part of the verticaltrapdoor) at a line corresponding approximately to 33 of F 2. This viewis also partly in section (at the upper ends of two adjacent verticaltrap-doors) at a line corresponding to 3 3- of Fig. 6. Fig. at is a viewpartly in transverse section at line ie-4 of Fig. 3 and partly inelevation and shows the upper berth in position of use as an upper andone of its end flaps raised to form an upwardly extending partitionabove the upper end of an upright trap door. F 5 is a view partly inplan and partly in section at line 5-5 of Fig. 4, and shows the bottomof the upper berth, and also the upper side of a side-folding berth-flapon the wall or inner side of the upper berth, and also actuating meansfor said flap. Fig. 6 is a view partly in elevation and partly intransverse section of the car-body at aline corresponding to line G6 ofFig. 2. This view shows a trap-door in vertical position withbertlrraising and lowering devices on its inner side; shows the upperand lower berths in the pocket; mechanism in the bottom portion of thepocket, underneath the berths, for actuating the berth-raising andlowering devices; and a crank-operated safetydevice for operating saidactuating mechanism. Fig. 7 is a View partly in transverse section at aline corresponding to line 7-7 of Fig. 3 and partly in verticalelevation, and shows the lower berth and thereto attached boot-board inposition for use. It also shows a part of a berth-locking flap raisedinto vertical position; and shows a trap-door hinged at an end of aberth-receiving pocket. Fig. 8 shows partly in section at line 8-8 ofFig. 9, and partly in elevation, a mechanism for locking an end of theberth to a raised trapdoor, this mechanism being operated by movement ofa berth-locking flap hinged to the berth. Fig. 9 is a view partly insection at line 9-9 of Fig. 7, and partly in vertical elevation, andshows a part of the berthlocking flap of the berth and a side view ofthe berth-locking mechanism. Fig. 10 is a perspective, skeletonized viewin the nature of a diagram, and illustrates the preferred form of thebertlrraising and lowering devices, and independent actuating mechanismthereof. Fig. 11 is a top plan view of the superimposed winding drumsfor actuating the berth-raising and lowering devices and shows a part ofthe latter. This view is partly in section at line 11--11 of Fig. 6.Fig. 12 is a view partly in section at line 1212 of Fig. 13, of theduplex winding-drum so-called;

* that is, the independent superimposed drums for actuating theberth-raising and lowering devices. Fig. 13 is a top plan view (partsbeing broken away for greater clearness) of said duplex windingdrum andadjacent parts. The view is partly in section at line 13-13 of Fig. 12.Fig. 14: is a vertical sectional view at a line corresponding to l lt ofFig. 6, of a safety-device for operating the actuating mechanism of theberth-raising and lowering devices. This view shows the device inuncoupled position for operating the winding drinns. Fig. 15 is asectional view of the upper portion of the device shown in Fig. 14k andshows the device in coupled condition. Fig. 15 is a transverse sectionat line 15 15 of Fig. 15, and shows, in top plan view, the couplingmembers of the safety-device. Fig. 15 is a view showing my improvedformation of the opposed ends of the teeth of the coupling members. Fig.16 is a sectional detail of the upper end portions of two adjacenttrap-doors (of two adjacent sections) at a line 16-16 of Fig. 17 (nearlycorresponding to line 23-00 of Fig. 2) showing in elevation, an abutmenthaving bolt-receiving recesses, whereby the trapdoors are prevented frombeing raised past their proper upright position; are locked in position;and are positioned apart for reception of a portable, verticalpartitionforming strip. Fig. 17 is a side elevation of the inner side ofan upright trap-door, parts thereof being broken away to show doorlocking bolts in looking engagement with the abutment shown in Fig. 16,and to show means whereby the trap-door locking-bolt may be actuated bya key. Fig. 18 is a trans verse sectional view, at line 1515 of Fig. 16,and shows the locking-bolts of two adjacent trap-doors in lookingengagement with the abutment; springs carried by the.

trap-doors to engage with the abutments and prevent rattling; and apartitionreceiving space between the trap doors, with part of a thereincontained vertical partition. Fig. 19 is a vertical sectional view, atline 1919 of Fig. 2, of a trap-door and therewith locked upperberth-flap, and shows the locking device therefor, partly in elevationand partly in section. Fig. 20 is a front view; and Fig. 21 a partialside, and partial sectional, elevation of the anti-rat tling curtain-rodlock.

Figs. 10-15, inclusive, are taken from the device of my said Patent No.M9391 and show parts which of and by themselves form no part of mypresent improvements, which, however, involve the use of the devicesillustrated in Figs. 10-15, inclusive, or of some other suitableberth-raising and lowering apparatus, actuating mechanism therefor, andsafety devices for operating such actuating mechanism. Several forms ofsuch requisite apparatus have been proposed, some of which have beenchimerical while others may have been practically useful, although I donot know such to be the case. The apparatus shown herein for use inconnection with the raising and lowering of the berths has been testedout in actual practice; has been found to withstand the strains andshocks of actual use; and is therefore indicated herein for the betterguidance of those who wish. to make use of my present improvements.

W hile my invention is susceptible of use even in dwelling-houses orapartments, it is peculiarly adapted for use in railway passenger-carsand in ship-cabins, where economy of space is desirable, and wheneverand wherever it is desired to have a room readily convertible from achair compartment to a line thereof, as indicated in Fig. 1 by thedotted line For each pocket there is provided a pair of trapdoorsrespectively hinged at a near the upper edges of the-ends of the pocketand adapted to fold one upon another to cover the pocket and form a partofthe car'fioor when the berths are not in use. In practice 1 constructa plurality of pockets beneath the car floor and along one or both sidesof the car, these pockets being each of a depth sufficient to receivethe superimposed upper berth U and lower berth L when the berths arelowered into the pocket. Each pocket also contains, in its bottomportion under the berths,mechanism for actuating the berth-lifting andlowering devices that are operatively supported, in part, by thetrap-doors when raised. The construction of one berth section willsuflice for a descrip tion of 'allthe other sections, the constructionbeing identical. The actuating mechanism in each pocket is preferablycovered by a falsebottom 5 which is removable for access to themechanism.

hen the trap-doors of a given section are folded down one upon anotherto cover a berthpocket they constitute a part of the flooring of the carand chairs may be placed upon'them. When it is desired to use theberths, the chairs are removed, the trapdoors of the section raised intovertical position,gand one or both berths raised into positionof use.The chairs are then placed in the pockets out of the way, and, when allthe parts are adjusted and the curtains hung, the berths are ready foruse.

There are certain-practical conditions to be met, in connection with thelocking of the trap-doors when raised into vertical position, in orderto secure a practically serviceable construction. Vi hen the trap-doorsare swung into vertical position, they must not pass that position, for,otherwise,'in consequence of the strains due to the lurching of the car(or ship) there would be great danger of the doorsbecoming wrenched fromtheir hinges and so endangering life and limb. W hen raised into theirproper vertical position, the doors must be locked rigidly and in suchwise that they will not rattle, for otherwise there would be greatdanger of a collapse of the structure and, if'there wasno such collapse,therattling of the parts would prevent sleep. To meet these conditions,I have devised door-arrestinglocking'and anti-rattling devices suitablefor the purpose in question and which maybe made in variousforms otherthan thatnow particularly described without departing from this featureof my invention, broadly considered. East on, and projectinginwardlyfrom an upper portion of the car side, I mount, in the path ofeach upwardly swinging trap-door above the space between each twoadjacent pockets, an abutment 6 which isshown (Figs. 16,17 and 18) induplicate form; that is, -each abutment serves to arrest each of twoadjacent trapdoors of two adjacent sections or pockets. The upper partof each of these abutments is preferably extended upwardly into agarment hook, but this is a matter of convenience. Each abutmentcontains (in this instance on its under side) two boltreceiving recesses7, the outer, lower edges of the abutment adjacent to the recesses '7being inwardly and downwardly inclined at 7* (F ig. 1(5). 'hen atrap-door is raised into its upright position, it bears againstabutment- (Sand is thereby prevented from beingcarried past thatposition. Consequently, the door cannot be wrenched from its hingesinthis raising movement of the trap-doors. Each trap-door isprovided witha'lock-bolt 8 beveled at-its upper end and sliding in a bearing 9 fastin a recess ofthe trap-door. The lower end of each bolt 8 is providedwith a projecting pin 10 which plays in a slot 11 in an arm of theelbow-lever 12 pivoted to the trap door at 13 and connected with aslide-bar 11 mounted in a lateral extension of the recess 15 in thetrap-door. Slide-bar 1st is provided with a shoulder 16. A spring 17bears upwardly against the outer end of the elbow-lever to hold the bolt8 in engagement with the recess? of the abutment. Vhile the door isbeing raised to its upright position, the beveled end of locking-bolt 8strikes the incline 7*" and further movement causes the bolt to slideback against the stress of spring 17. As the bolt passes incline 7, itis forced upwardly by the stress of spring 17 into therecess 7 so thatthe trap-door is thereby automatically locked in verticalposition to thecar side. The porter stands in the aisle while adjusting the parts and,as it is stronger and safer to lock the trap-doors, atthe inner edgesthereof, to the car sides; and, as there is always danger of the carlurching while he is doing this work, it is important both'for securityand for quickness of operation that the locking of the trap-doors inupright positionshould'be automatic. It is furthermore desirable, forreasons of safety and to guard against ill-considered acts of maliciousor ignorant occupants of the sections, that the locking devices wherebythe trap doors arelocked in their upright position should be under thesole care of the porter, and proof against manipulation by others thanpersons in charge of the car. The automatic lockingmechanism justdescribed is, therefore, concealed in the recess 15 of the trap-door andits parts are not accessible except on removal of a cover-plate 19 forrecess 15, Fig. 2) and the trap-door is provided well toward the aisleedge thereof (soas to be in easy reach of the porter) with a fixturethat contains a rotatable keydeceiving'stud 1S (see Fig. 17 The fixture118 of which the rotatablestud 18 forms a part, is covered by a plate 20(see Fig. 6) provided with a hole through which the porter or other carattendant may insert a key to engage stud 18 provided with a projection18 which engages with shoulders 16 of slide-bar 14L.

WVhen it is desired to unlock the trap-door, a key is applied to stud 18which is turned to bear against shoulder 16 and thereby force slide-bar14 in the direction of the car side so that the elbow-lever 12 pressesclownwardly against spring 17 and then pulls bolt 8 out of engagementwith recess 7 in the abutment 6. This is done after the berths arelowered; then the trap-door is manually lowered.

To prevent the upright trap-doors from rattling against the abutment,each trapdoor is provided with a leaf-spring 21, the free end of whichbears against the abutment and prevents rattling. (See Figs. 16 and 18).The lower part of the abutment lies between a lockingbolt 8 and the freeend of a spring 21 so that in this locked position any vibration of theupright door will not cause rattling. compactness of construction isdesirable and, therefore, the duplex construction illustrated in Figs.16 and 17 is desirable, one abutment serving for each two adjacenttrap-doors of two adjacent pockets or sections. This duplex arrangementis also desirable because, when the trap-doors are in their verticalposition, there is a narrow space 39 (Fig. 18) between their opposedsurfaces, and this space is available for receiving a vertical andportable auxiliary' partition strip 19 (Fig. 16), which forms a verticalpartition between the inner edge of an upright trap-door and the opposedside wall of the car.

The hereinbefore described novel features may obviously be varied inform without departing from the substance of this first novel feature ofmy improvement.

For clear understanding of further novel features of my improvement, Iwill first briefly describe old and well-known berthraising and loweringdevices and their accessory mechanisms, it being understood that anyother suitable devices and operating mechanisms may be substitutedtherefor, so long as the substitutes are capable of cooperation with thehereinafter described novel features of my present invention.

Each trap-door for each pocket is provided, on its inner or under side,with four sheaves 25, two for each end of the upper berth, and two foreach end of the lower berth (Figs. 6 and 10.) Each berth has four cables26 attached to it, two at one end and two at the other end (theattachments being made in the berth-end lugs 26, Figs. 5 and 7), andthese cables run over the sheaves 25 and in grooves 27 formed in theinner surface of each trap-door and extended down the adjacent end wallsof the pockets, within which the cables are deflected into a more orless horizontal path by sheaves 28 (Fig. 11) in the lower part of thepocket. The lugs 26 also run up and down in grooves 27, the side wallsof which are vertical and prevent the berths from being moved sidewise.The cables for the upper berth lead to an upper winding-drum 29 and thecables for the lower berth lead to a lower winding-drum 30. These drumsare of the same diameter, are superimposed and mounted on a verticalbearing 31 held in suitable framing mounted in the bottom of the pocket.The cables are guided from defleeting sheaves 28 to the appropriatewinding-drums by means of guide sheaves 32 and 33 (Fig. 6). The upperwinding-drum is provided with a peripheral gear 34. The lowerwinding-drum is provided with a peripheral gear 3 1 (Figs. 12 and 13).

A gear 35 fast on a vertical shaft 36 which is provided with a thereonfixed sprocket wheel 37, engages with and drives gear 34 of the upperwinding-drum. A similar gear 38, fixed on a vertical shaft 39 having athereon fixed sprocket wheel 40, engages with and drives the gear 3% ofthe lower windin drum. When gear 35 is rotated in either direction, thegear 34 of the upper windingdrum is thereby rotated, and when gear 38 isrotated in either direction, the gear 34* of the lower winding-drum isrotated. By these means, the berths of a section may be movedindependently, one at a time.

Each winding-drum has four peripheral grooves for the four cables ofeach berth, the cables passing through apertures K (Fig. 13) in theoutwardly extending portions K of the retaining ring K (see Fig. 12.)The retainingring is supported concentrically and closely outside of thegrooved peripheries of both winding-drums, by arms K which are primarilysupported by the frame G between upper and under members of which thecentral bearing 31 for the winding drums is mounted. The face of theretaining ring is so close to the circumferentiallygrooved winding-drumsthat the cables cannot loosen upon the drums so as to clear the grooveswithout coming into restraining contact with the retaining ring. Witheach peripheral winding drum gear 3 1 and 3 1*, there engages a spurgear 6 which is secured on a rotatable arbor t to which one end of avolute counterbalancing spring a is fast, the other end of the springbeing fastened to a fixed pin it outside of the spring containing casingand support J. The purpose of the springs a is to counterbalance theweight of the berths and to keep the cables from undue slacking when theberths are brought into their fixed raised positions.

The two cables for each end of each berth are arranged substantially asindicated in the drawings and both have their ends secured to theappropriate winding-drums, at the same circumferential point, wherebythe turning of the drums in a given direction winds or unwinds both ofthe cables equally and insures avoidance of a slackening of one cablewhile the other is taut.

he winding-drums and the immediately cooperating parts just describedconstitute an actuating mechanism for the berth-raising and loweringdevices that comprise the trap-doors, the sheaves carried thereby, thecables and the cable-deflecting and guiding sheaves.

For operating the upper windingdrum 29, by rotation of gear 35 on shaft36, a sprocket chain 41 extends from the sprocket wheel 37 which is faston the shaft 36 to an actuating device which comprises a sprocket wheel42 fast on a vertical shaft 43' which has bearings in a tubular casing44 that extends upwardly through the aisle floor in which its upper endis fastened. The upper end of shaft 43 is made polygonal at 43 for theapplication of a hand-crank X whereby shaft 43 is rotated and theupper-winding drum actuated to wind up or unwind the cables connectedtherewith and to the upper berth.

For actuating the under winding-drum 30, a separate but an identicalconstruction is used. From sprocket wheel 40 fast on shaft 39, a secondsprocket chain 41 extends to another sprocket wheel 42 fast on anothershaft 43 in another tubular casing 44. By reference to Fig. 2, it willbe seen that there are provided for each section two shafts 43, thepolygonal upper ends 43 of which are exposed in the aisle floor in frontof each section. These auxiliary actuating mechanisms (Figs. 14, 15 and15 one for each berth in a section, constitute safety devices foroperating the actuating mechanism of the berth raising and loweringdevices. Each of these safety devices comprises clutch members and,generally stated, their purpose is not only to operate the therewithconnected winding-drums but to insure automatic coupling of the clutchmembers and thereby arrest movement of the berths, in case the crank Xis accidentally released from engagement with a shaft 43 while it isbeing rotated to raise or lower a berth. It will be readily understoodthat when a car or ship is lurching, the attendant may have difficultyin keeping the crank X in place on a shaft 43 and that, if the attendantwere to lose control of a shaft 43, when a berth is being lowered orlifted, the weight or load of the berth might result in its falling andin consequent injury to the occupants or to the structure or luggage.Therefore, some sort of a safety device for operating the actuatingmechanism of the berth-raising and lowering devices is desirable.

The safety device, now referred to, has been tested out in practice andits safety feature is briefly this: The upper end portion of tubularcasing 44 is provided with the therein fixed collar 45, the innerperiphery of which is provided with teeth. A screw-ring 46, of lesserinternal diameter than the internal diameter of toothed-collar 45, isscrewed into the upper end of casing 44 and projects inwardly beyondtoothedcollar 45 so as to form an upper abutment for a toothed-collar 47that is fast on a vertical, slidable hub 48 loosely mounted within thechamber of the upper end of casing 44. Hub 48, at its lower end, has itsdiameter reduced to form an abutment 49 for the helical spring 50 whichis mounted between a shoulder 51 of shaft 43 and abutment 49 so as topress hub 48 normally upward against the inwardly projecting lower endwall of screw-ring 46. When toothed-ring 47 intermeshes with thetoothed-ring 45, the two rings are locked together and, as the hub 48has a polygonal passage for and forms a close fit on the polygonal upperend 43 of shaft 43, said shaft is then and thereby prevented fromrotation.

WVhen crank X is applied to polygonal end 43 of shaft 43, where it isexposed in the aisle floor, downward pressure of the crank, which isslidable endwise on shaft end 43, pushes on hub 48 and carriestoothed-ring 47 downwardly, against the tension of spring 50, out ofengagement with toothed-ring 45, as shown in Fig. 14. WVhen the partsare in this position, shaft 43 may be rotated in either direction.

So far as above described and, generally considered, the safetyauxiliary actuating device is identical with that shown in said Patent534,756. But it now contains a feature of my present improvement that isof material consequence in practice.

Heretofore, and as shown in said Patent 534,7 56, the lower ends of theteeth of ring 45 and the upper ends of teeth of ring 47 have been flat.Consequently, when control of shaft 43 has been accidentally lost andhub 48, carrying its toothed-ring 47, moved upwardly by expansion ofspring 50, it has happened that the flat upper ends of the teeth of ring47 would be pressed by the spring strongly against the lower fiat endsof the teeth of ring 45, so that the two sets of teeth wouldnotinstantly and automatically interlock. The operator would then haveto replace the crank, and bring the teeth of ring 47 into interlockingposition with the teeth of ring 45. To overcome this and produce anautomatic interlocking of the two sets of teeth. referred to, I now makethe lower ends of the upper teeth and the upper ends of the lower teethlaterally inclined, as indicated in Fig. 15 In the preferredconstruct-ion the rings 45 and 47 containing the teeth are preferablymade of hardened steel, and in consequence of the lateral inclination ofthe opposed ends of the teeth, they will instantly and automaticallyinterlock, when the lower teeth are pressed upwardly by the expansion ofspring 50, whether the operator has control of shaft 43 or not.

Having thus described a practically efficient berth-raising and loweringdevice, and actuating mechanism therefor, and an improved safety devicefor operating the latter, I proceed to describe other features of myinvention whereby safety, privacy and convenience are obtained. 7

Practical conditions of railway-car and ship-cabin construction andrequirements, limit the depth of the pockets, and economy of space andcompactness of construction require that the chairs for each section orroom he stowed away when the berths are made up. Therefore, it becomesimportant to provide the trap-doors with three sets of sockets for thetherewith interlocking hooks carried by the two berths. This is afeature of my present invention.

When one or more of the berths is raised into position for use, it isessential to lock the berths to the then vertical trap-doors, in such astrong and positive manner that the trap-doors and berth or berths willbe interlocked without any possibility of a collapse, and without arattling connecion. hen so locked, the weight and load of each berthcomes on the trap-doors and relieves the cables from undue strainwhereby their durability is increased and a more rigid connection of allthe parts secured. It is important that the berths be so rigidly andsecurely locked in position for sleeping use that they will keep theirposition under any and all circumstances, except, of course overwhelmingdestructive ones. Accordingly, three sets of metal sockets 60; 160 and260 are securely mounted on the inner faces of the trap-doors each seton one trap-door being opposite the corresponding set on the othertrap-door. Sockets 60 receive the end hooks 61 of the lower berth, ifand when both berths are used. Sockets 260 receive the end books of theupper berth, if and when both berths are used. The intermediate sockets160 receive the end hooks of the upper berth, when the lower berth isnot in use. At such times, the lower berth is secured in sockets 60.That is, when only one berth is to be used, in a section, it is theupper berth that is brought into service. It is then secured in placewith its bottom contiguous to the upper surface of the lower berth whichis then fiXedin its position of use, in order to make room for chairsand luggage in the pocket. Said hook-receiving sockets are all ofidentical construction and are interiorly chambered so as to extenddownwardly from their surface openings through which the pivoted hooks61, projecting in pairs from the berth ends, are entered, after theberths have been raised into position for the interlocking of the books61 with said sockets, there being one hook near one corner and anotherhook near the other corner of each berth end (Figs. 7, 8 and 9). Eachhook is pivoted at 62, in a slot of a lower hinge-leaf 63 attached tothe berth end. This hinge-leaf is connected by a pintle 64 with acompanion hinge-leaf 163 which projects above the berth and is adaptedto swing from a horizontal to a vertical position and vice versa, forinserting and withdrawing a hook 61 into and out of an opposed socket60; 160 or 260, as the case may be. Link 65 has its upper end pivoted at66 to the upper hingeleaf 163, while the lower end is pivoted at 67 toan eccentric swell of hook 61, laterally of hook pivot 62. Pivot 66 isabove the hinge-pintle 64. When the lower berth has been raised into itsproper position for interlocking with the sockets 60, (the upperhinge-leaves 163 being then folded down at the upper side of the berth,as shown in Fig. 2 and at the righthand end of the lower berth in Fig.3) the attendant turns the berth-flaps 164i attached to the upperhinge-leaves 163 at each end, of the lower berth, into their vertik calposition, (see Figs. 3 and 8), and thereby rocks the hook 61 of eachhinge to which the flap is attached, into a socket 60 (see Fig. 8). Theberth-flaps of the upper berth are indicated by 165. The construction ofthe upper berth-flaps and therewith connected hinges, hooks andh0okactuating devices, are identical with those ofthe lower berth. Solong as a berth end flap is in vertical position, links 65, connectingthe upper hinge-leaves with hooks 61, hold the hooks firmly ininterlocking connection with the opposed sockets. Then a berth -flap. isturned into horizontal position, the hooks 61 connected with that flapare rocked on their pivots so that their free ends are carried out ofthe sockets and back into the slots of the lower hinge-leaves where thehooks are out of the way, and do not interfere with the upward anddownward movement of the berths. One-or more of these books may be usedat each berth end, and the flaps may be dispensed with if desired. Inthat case, each upper hinge-leaf would be retained for actuating a link65. The greater the load in a berth that is thus locked in position, thestronger is the interlock of the berth with the adjacenttrap-door.

To prevent the hooks from being forced upwardly and out of the sockets,upper hingeleaves 163 are locked in vertical position, preferably bylocking the berth-flaps to the trap-doors. Such locking may be effectedin many different ways but is well accom plished by the following means:The inner surface of each trap-door is oppositely provided with a lowerprojecting latch 68 and with an upper projecting latch 681 of identicalconstruction. The location of the lower latch 68 is indicated in theleft hand berth section shown in Fig. 2, while the location of the upperlatch 681 (of identical construction) is indicated near the upper end ofthe vertically adjusted trap-door, in the right hand berth section shownin Fig. 2. Each latch (see Fig. 19) is pivoted at 69 in a recess in atrap-door and is backed up by a spring 70, which holds the latchoutwardly from the inner surface of the trap door when the latch is tobe used. The latch is foldable into the recess. For engagement with eachupper latch 681, the flaps 165 of the upper berth are provided withmetal bushings 71, each having an opening through it and an interiorshoulder 72. \Vhen an upper flap 165 is raised into vertical position,shoulder 7 2 passes over the hooked end 682 of the lat ch and engagesautomatically therewith to hold the flap upright and to lock hooks 61 intheir sockets. W hen itis desired to unlock a flap, downward pressure onthe projecting end of the latch (which is accessible to the attendant)releases it from the shoulder, and the flap may be turned down. Upperberth-flaps 165, when the upper berth raised into its highest positionof sleeping use, form part of the end partitions of a given section,their upper portions then extending above the upper ends of the uprighttrap-doors.

The upper berth-flaps are provided, toward their upper ends, withauxiliary latchreceiving bushings 171 (identical in construction andoperation with bushings 71) which, when the upper berth is in itsposition for use as a. lower, engages with the latches 0b. The lowerberth-flaps 16% are similarly provided with internally-shoulderedlatchreceiving blocks 172 which engage with latches 68 when the lowerberth is in its position of use.

The inner side of each trap-door is provided with a grooved cam-plate78, one opposite the other. then the upper berth is raised to itsposition of use, its inner side will be about opposite an upper windowsill V and contiguous portions of the car wall, between which and theberth side there is a very considerable space. To close this space, theopposite ends of the upper berthend (see Fig. 5) are provided withopenings 7 3, through which studs 74: project into the grooves of thecam-plates 73, entering the lower ends of the cam-grooves, before theupper berth reaches its position of rest. Each stud 7 3 is carried by aslide-bar 75, the inner end of which is attached to a spring 76 which inturn is attached to the berth at- 77. Each slidebar oppositely extends,toward the wall side of the berth, through a guide 78, and is 1pivotally connected with an arm 79 of a bracket 80 on the outer edge ofa partitionlorming flap 81 hinged at 82 to the wall side of the upperberth. The groove in camplate '73 has a throw suliicient, when the upperberth reaches its position of use, to turn flap 81 on its-hinges, fromits vertical position against the wall side of the upper berth (Fig. 6)into horizontal position, so that its free edge approximately reachesthe window sill V] and the thereto contiguous partitions of the carwall.

The width and contour of flap 81 may be varied at will to suit thecorresponding configuration of the opposed car wall or windowconstruction. The windows V are for the lower berths; the windows forthe upper berths. Partition-flaps 81 elfectually separate the upper andlower berth spaces even when the lower windows extend above the upperberth, the enlargement 81 extending between the side framing of thewindows. (V hen the upper berth is lowered, the operation of theactuating mechanism for flap 81 is such as to fold it against the wallside of the upper berth, as shown in Fig. 6.

It is desirable, when the car is used as a chair car, that the curtainrods for the berth should not project outwardly, because such projectionwould mar the interior effect of the car; and therefore each curtain rod85 is mounted on slide arms 86, to slide endwise into socket spaces at87in the car roof. Vhen the berths are made up, the curtain rods 85 arepulled out and curtains 88 (Fig. at) hooked thereon in the usual manner.hen the curtains are removed and the berths are to be lowered, thecurtain rods are pushed back. The curtain rods are held back (to preventrattling) by means of pivoted latches 100 on brackets 101 fast to thecar wall, between the slide arms 86. The latches are pressed upwardly ontheir pivots 102 by springs 103, the upper side of the latchessupporting and pressing the curtain rods, against abutting parts of thebrackets, by the tension of springs 103. The upper parts of the brackets101 may be formed into coat hooks as shown, if desired. Springs 103yield when the rods are pulled out over them, but their upward pressureis suffieient to hold the rods from noisy vibration.

hen the lower berth is in its position of use (see Fig. 7) there is aconsiderable space between the lower front corner of the berth and thefront upper edge of pocket 2-. It is through this space that the chairsare moved into and out of the pockets which are ordinarily large enoughto receive two chairs and some luggage. To cover this space when theberths are made up, and thereby prevent accidents to persons walkingthrough the car, a boot-board of any suitable construction should beprovided. As shown in Figs. 3 and 7 (but the boot-board construction isnot a feature invented by me) the under side of the lower berth isprovided with guideways 91 extending transversely of the berth, at itsopposite ends, and in this slides the boot-board 90 having hingedsections 92 and 93; the section 92 being always in the guides 91, andthe boot-board 90 being hinged to the front edge thereof at 9 1 andadapted to hang downwardly to close said opening, and section 93 restingon the aisle floor to keep the boot-board 90 upright when in positionfor closing the opening, and to prevent the boot-board from vibratingwhen it is down. The boot-board and its sections are slid intoguide-ways 91 when the boot-board is not required in use. Thisconstruction allows the middle section 90 to be pushed back at its lowerside so as to form an angular space for boots and hand-bags beneath thefront side of the lower berth and between the two trap-doors that formthe end partitions of a section. Boots and luggage in this recess arenot in the way of persons passing along the aisle.

When the curtain rods are pulled out they are in line with the frontedges of the upright trap-doors, and it is desirable that curtainfastening members be mounted in the front part of the trap-doors in suchwise as not to project therefrom because any projections from the edgesof the trap-doors would involve recesses in the flooring to receive theprojections when the trap-doors are horizon tal. Accordingly, I mount(Fig. 17) pivoted latches 110 in the recesses 111 in the front edges ofthe trap-doors and provide for each latch a spring 112 that keeps thefree end of the latch vertical in the recess. The outer edges of thecurtains are provided with button-heads 113 that, when forced into therecesses, engage with the free ends of the latches which, beingconcealed, cannot catch on the clothing of the operator when he raisesand lowers the trap-doors, as would be the case if the fastening memberscarried by the doors projected therefrom.

When the sections are made up, it is convenient to have coat hooks onthe upper front corners of the upright trap-doors. Should such hooks befixed on the trap doors, spaces would have to be found in the car floorto receive them, when the trapdoors were horizontal. Consequently Iprovide each trap-door with a socket in its upper front corner, andprovide therefor a garment hook having a right-angle base 121, the innerwalls of the arms of which are flat to and fit on the flat upper end andfiat front edge of a trap-door, an integral pin 122 eX- tending from thebase and fitting in the socket which is in the diagonal line of thedoor, while the pin 122 is in the diagonal line of the right-angled hookbase. Such detachable hooks maintain their position without rattling.

The ears or lugs 26 of the berth ends move up and down in grooves, asstated, in the inner sides of the upright trap-doors and this alsoprevents sidewise movement of the berths. The relation of the inner orwall sides of the berths to the inner edges of the trap-doors and to theopposed carwall is such that a clear space is left between the innersides of both berths and the opposed car-wall. In the case of the upperberth, the aforesaid flap is used (as a horizontal partition) to fill inthe space between the inner side of the upper berth and the sill W ofthe lower window and opposed portions of the car wall; but, theconstruction of the flap actuating mechanism is such that it is possibleto prevent the flap from being actuated. Blocks or wedges may beinserted, if desired, between springs 75 and the opposed end walls ofthe berth to prevent pins 7 1 from projecting beyond the berth ends forengagement with cam-plate 7 3.

In the case of the lower berth, it is desirable to keep the spacebetween its inner side and the opposed car wall open or clear, to permitthe free circulation of air all around the lower berth; and, when theside flap of the upper berth is not turned down, to permit freecirculation of air all around both berths. In the case of the lowerberth, however, it is very desirable that it should be removed fromcontact with the heating pipes 71 and the pipe-screen h (the latterbeing very generally used to conceal the pipes) that run along the innerside of the car wall above the car floor, because, in case of suchcontact, the berth will become heated up and make it uncomfortable forthe occupant of the lower berth. By having an open space between theinner side of the lower berth and the car wall, this objectionablecontact is obviated and free circulation secured for the lower berth.Heat rising from the pipes facilitates the circulation through the spacebetween the inner side of the lower berth and the opposed car-wall.

I do not herein make claims based either on the trap-door abutments 6;or, on the portable or detachable garmenthooks indicated in part by 121;or, on the non-rattling curtain-rod lock designated in part by 101; or,on the berthlocking hinges designated in part by 163, because the sameseverally form subject-matters of my applications Serial No. 372,531;Serial No. 372,532; Serial No. 372,533 and Serial No. 372,534C,respectively, and each filed May 8, 1907.

that I claim is:

1. In a structure having a berth-receiving pocket below the floor, thecombination of a structural sidewall; a pair of trap-doors each hingedat an opposite end of the pocket and adapted to be swung into uprightparti tion forming position; berth raising and lowering devices carriedby each of said trap-doors; an actuating mechanism for said devices;means for operating and locking, in a desired position, said actuatingmechanism; a berth movable up and down between said trap-doors when theyare upright, the berth being attached to said raising and loweringdevices; berth-locking members on the trap-doors; cooperatingberth-locking members on the berth ends; and means for locking theberth-locking members in interlocked position.

In a structure having a berth-receiving pocket below the floor, thecombination of a structural side-wall; a pair of trap-doors each hingedat an opposite end of the pocket and adapted to be swung into uprightpartition-forming position; independent sets of berth-raising andlowering devices carried.

by each of said trap-doors; independent actuating mechanisms for eachset of said devices; independent means for operating and locking, in adesired position, each of said actuating mechanisms; a lower and anupper berth each movable up and down be tween said trap-doors when theyare upright, one berth being attached to one set of said raising andlowering devices and the other berth being attached to the other set ofsaid raising and lowering devices; a set of berth-locking members oneach trap-door for the lower berth; a set of berth-locking members oneach trap-door for the upper berth; berth-locking members on the ends ofthe lower berth; berth-locking members on the ends of the upper berth;means carried by the lower berth for locking its berth-lock ing membersin interlocked position with the cooperating berth-locking members onthe trap-doors; and means carried by the upper berth for locking itsberth-locking members in interlocked position with the cooperatingberth-locking members on the trap-doors.

3. In a structure having a berth-receiving pocket below the floor, thecombination of a structural side-wall; a pair of trap-doors each hingedat an opposite end of the pocket and adapted to be swung into uprightpartition forming position; berth raising and lowering devices carriedby each of said trap-doors; an actuating mechanism for said devices;means for operating and locking, in a desired position, said actuatingmechanism; a lower berth movable up and down between said trap-doorswhen they are upright, said lower berth being attached to said raisingand lowering devices; berthlocking members on the trap-doors;cooperating berth-locking members on the berth ends; means for lockingthe berth-locking members in interlocked position; and means forpreventing said lower berth from being moved sidewise; the inner side ofsaid lower berth. when the berth is interlocked with the trap doors,being at a distance from the op posed structural wall.

a. In a structure having a berth-receiving pocket below the floor, thecombination of a structural side-wall; a pair of trap-doors each hingedat an opposite end of the pocket and adapted to be swung into verticalpartition torming position; berth-raising and lowering devices carriedby each of said trap-doors; an actuating mechanism for said devices;means for operating and locking, in a desired position, said actuatingmechanism; an upper berth movable up and down between said trap-doorswhen they are upright, said upper berth being attached to the saidraising and lowering devices; berthlocking members on the trapdoors;cooperating berth-locking members on the berth ends; means for lockingthe berth-locking members in interlocked position; and, at each end ofsaid upper berth, flaps attached to said means for locking theberth-locking members, to manipulate them, and, when the flaps are invertical position, to form end partitions of a section extending abovethe upper ends of the upright trap-doors.

5. In a structure having a berth-receiving pocket below the floor, thecombination of a structural side-wall; a pair of trap-doors each hingedat an opposite end of the pocket and adapted to be swung into uprightpartition forming posit-ion; berth -raising and lowering devices carriedby each of said trap-doors; an actuating mechanism for said devices;means for operating and locking, in a desired position, said actuatingmechanism; a lower berth movable up and down between said trap-doorswhen they are upright, the berth being attached to said raising andlowering devices; berth-locking members on the trap-doors; cooperatingberth-locking members on the berth ends; means for locking theberth-locking mem bers in interlocked position and a transversestructure attached to and carried by said last-mentioned means wherebythe latter are manipulated.

6. The combination of an upwardlyswingable, partition-forming trap-doorfor a berth-receiving pocket with a vertical, structural side-wall at anangle to a broad side of the trap-door; an abutment projecting from thewall into the path of the trap-door when it is swung into verticalposition, to arrest the trap-door on reaching that position; and alocking member carried by the trap-door and adapted to interlock withsaid abutment.

7. The combination or" an upwardlyswingable, partition-forming trap-doorfor a berth-receiving pocket with a vertical, structural side wall at anangle to a broad side of the trap-door; an abutment projecting from thewall into the path of the door when it is swung into vertical position,to arrest the door on reaching that position; a locking member carriedby the trap-door

